Machine for heat-treating tires



June 9, 1953 a. F. WIKLE ETAL MACHINE FOR HEAT-TREATING TIRES Filed Feb. 2, 1951 13 Sheets-Sheet 1 P Q S l' 7A WMM June 9, 1953 e. F. WiKLE ETAL 2,641,021

MACHINE FOR HEAT-TREATING TIRES IN VEN TOR.

GEORGE F. WIKLE CHARLES E. TODD June 9, 1953 a. F. wmu: s-nu. 2,

MACHINE FOR HEAT-TREATING TIRES Fil'ed Feb. 2, 1951 l5 Sheets-Sheet 3 INVENTOR.

GEORGE F. WIKLE CHARLES E. TODD ATTOIUVEY Jun 9, 1953 F. wlKuE ETAi; 2,641,021

MACHINE, FOR HEAT-TREATING T'iR'Es Filed :eb. 2, 1951 1a heis-sjneet 5 i v II INVENTOR. GEORGE F. WIKLE B CHARLES E. TODD Y M flJwM June 9, 1953 s. F. WlKLE ETAL 2,641,021

MACHINE FOR HEAT-TREATING TIRES Filed Feb. 2, 1951 13 Sheets-Sheet 6 INVENTOR GEORGE F. WiKLE BY CHARLES E. TODD June'9, 1953 a. F. WIKLE ETAL 2,641,021

MACHINE FOR HEAT-TREATING TIRES Filed Feb. 2, 1951 13 Sheets-Sheet '7 INVENTOR. GEORGE F. WIKLE CHARLES E. TODL- AZ'IWRNEY June 9, 1953 e. F. WIKLE srxu. 2,641,021

MACHINE FOR HEAT-TREATING TIRES Filed Feb. 2, 15 Sheets-Sheet 8 I60 I V-l5 lzo 1 IHINVENTOR.

' GEORGE F. WIKLE l y YOHARLES F. TODD June 9, 1953 e. F. WIKLE ETAL 2,641,021

' MACHINE FOR HEAT-TREATING TIRES Filed Feb. 2, 1951 V 15 Sheets-Sheet 9 INVENTOR. GEORGE E. WIKLE BY CHARLES E. TODD Z3117 WKZWM AJJURZVEY June 9, 1953 w L ETAL 2,641,021

MACHINE FOR HEAT-TREATING 'rxREs Filed Feb. 2, 1951. 1:5 Sheets-s eet 1 o INVENTOR. GEORGE F. WIKLE CHARLES E. TODD F5 16 W fjzw J 9, 1953 e. F. WIKLE ETAL MACHINE FOR HEAT-TREATING TIRES l3 Sheets-Sheet 11 Fil ed Feb. 2, 1951 ED m L w MW June 9, 1953 e; F. WIKL'E ETAL 2,641,021

MACHINE FOR HEAT-TREATING TIRES Filed Feb. 2, 1951 15 Sheets-Sheet 12 INVENTOR.

GEORGE F. WI KLE A Z'TORJVEY June'9, 1953 a. F. WIKLE ETAL 2,641,021

MACHINE FOR HEAT-TREATING TIRES v Fnweb. 2; 1951 1s Shts-Sheei; is

2 ll 2 INVENTOR.

\ GEORGE F. WIKLE BY CHARLES E. TODD wwzww ATTORNEY Patented June 9, 1953 UNITED STATES FFICE MACHINE FOR HEAT-TREATING TIRES Jersey Application February 2, 1951, Serial No. 209,092

23 Claims.

This invention relates to a machine for treating tires and more particularly to a machine for heat treating the bases of the tread grooves of pneumatic tires to prevent cracking thereof. From one viewpoint, the apparatus of this invention is designed to efficiently treat tires accurately and uniformly according to the method disclosed in United States Patent No. 2,546,085 issued to William F. R. Briscoe and Robert E. Plummer and United States Patent No. 2,565,063 issued t William F. R. Brisc'oe and Verne H. Berry, both assigned to the same assignee as the instant application.

It is an object of this invention to provide a machine that will quickly and uniformly treat the bottoms of the tread grooves without adversely affecting the tread surface.

It is another object of the invention to provide a machine for heat treating tires which will prepare one tire for treatment while another tire is being treated.

A further object of the invention is to provide a machine for heat treating tires which includes heating means which are adjustable to heat the heating thereof, which roller is adjustable for tires having various tread widths.

According to the invention, the machine includes, a main tire carriage alternately movable between a first loading station and a second loading station, means at each loading station for moving a tire into alignment with either end of the carriage, and means at each end of the carriage for laterally squeezing the tire to distort the tread thereof and to clamp it to the end of the carriage. Heating means are provided at a point intermediate of the two loading stations and surrounding the path of movement of the carriage to heat the tread of a tire clamped to either end of the carriage. An applicator roller is provided at the heating means to apply a protective coating to the tread of the tire during the heating thereof and cooling means are provided at each loading station to cool the tread after heating thereof. The main carriage is of such a length that when one end is at the heating 2 means, the ther end will be at one of the loading stations 50 that a tire clamped to the end of the carriage at the loading station may be cooled, unloaded and replaced by a second tire, while a third tire clamped to the other end of the carriage is being heated.

Other objects and advantages of the present invention will become apparent from the following description when read in conjunction with the accompanying drawings wherein;

Fig. 1 is a front elevational view of the machine of the invention showing a tire in clamped position;

Fig. 2 is a top plan view of the machine;

Fig. 3 is a sectional view taken along the line III-11]: of Fig. 2 showing part of the travelling mechanism for the clamping mechanism;

Fig. 4 is a sectional View taken on the line IV-IV of Fig. 1 showing part of the tire lifting mechanism;

Fig. 4a. is a View taken on the line IVaIVa of Fig. 1 showing part of the tire lifting mechanism;

Fig. 5 is a sectional View taken on the line V-V of Fig. 2 showing part of the travelling mechanism for the main tire carriage;

Fig. 6 is a partial sectional View showingthe details of the main tire carriage and one of the clamping means;

Fig. '7 is a sectional view taken on the line VIIV"JI of Fig. 6 showing the details of the clamping plate;

Fig. 8 is a sectional View taken on the line VIII-VIII of Fig. 7 showing the details of one of the centering pins;

Fig. 9 is a side elevational view of the heating means showing the heating units in an extended position;

Fig. 10 is a similar side elevational view of the heating means showing the heating units in a retracted position;

Fig. 11 is a top plan View of the protective liq,- uid applicating means;

Fig. 12 is an elevational view of the protective liquid applicating means;

Fig. 13 is a partial plan View of the peripheral surface of the protective liquid applicator roller;

, Fig. 14 is a sectional view taken on the line X1V-XIV of Fig. 13;

Fig. 15 is an elevational view showing the details of one of the heating units of the heating means of Figs. 9 and 10;

Fig. 16 is a top plan view showing the details of one of the heating units of the heating means of Figs. 9 and 10;

Fig. 17 is a sectional view taken on the line XVHXVII of Fig. 15 showing the details of one of the heating units;

Fig. 18 is an elementary wiring diagram of a portion of the electrical circuit for the machine;

Fig. 19 is a continuation of the electrical diagram of Fig. .18;

Fig. 20 is a continuation of the electrical diagram of Fig. 19;

Fig. 21 is a diagram of the fluid pressure system including the fluid motors for the machine;

Fig. 22 is a diagrammatic view of the circulating system for the protective liquid applicator roller; and

Fig. 23 is a diagram of the watersystem for cooling the tire after heating thereof.

Referring to the drawings, and in particular to Fig. 1 of the drawings, the machine of the invention is disclosed as having three distinct operating stations, namely, a tire loading station A, .a tire heating station B, and a tire loading station C. A main tire carriage I is movable back and forth between the loading station A and the loading station C. Fig. 1 discloses the carriage in its extreme left position. In this position, the left hand end of the carriage is at the loading station A and the right hand end of the carriage is at the heating station B.

A clamping mechanism H for simultaneously laterally squeezing a tire casing to distort its;

tread and for clamping it to the left hand end of the carriage I0 is shown in Fig. 1 in its nonclamping position. A similar clamping mechanism I2 for the right hand end of the carriage is shown in clamped position as laterally squeezing and clamping a tireTto the right hand end of the carriage I0. This arrangement allows one tire to be removed from one end of the carriage and replaced by a second tire while a third tire is being heated at the heating station 3. Only a small portion of the heating means at the heating station B is shown in Fig. 1 to indicate its :position relative to the other structure of the machine. The details of the heating means are disclosed in Figs. 9 and 10 and will be described hereinafter. The heating means surrounds the path of movement of the carriage I0 so that the carriagecarries the squeezedtire into the heating field.

The .main carriage 1.0 and the-clamping mechanisms II and 12 are supported from and mounted for linear movement along a ,pair of parallel over-head tracks 13 (Figs. 1 and'5). The tracks 13 are supported at each end by an open framework l4 made up of vertical structural members l5 suitably braced by plates I6 and angle sections H. The open structure of the framework l4 allows the clamping mechanisms H and I2 to move back within the framework when in an unclamped position, as shown in "Fig. 1.

In order to load .and unload a tire from either end of the carriage 10, a lift I8 is provided at loading station A and a lift 19 is provided at loading station C. Lifts i8 and 319 serve to lift a tire into alignment with either end of the carriage 1 0 so that it may be clamped thereto by the clamping mechanisms ll and I2 and to lower a tire after it has been heatedand moved back to a loading station.

Apparatus including an applicator roller for applying a protective coating of liquid to the tread surface of the tire, as shown in detail in Fig. 12, is provided at the heating station B to prevent burning of the tread surface during the heating of the tread grooves. A cooling system, as shown in detail in Fig. 23, consisting of two spray nozzles one positioned at each loading station cools the tire after it has been heated preparatory to its being unloaded.

The carriage I0 is alternately shifted between loading stationA and loading station 0 by apparatus which will be hereinafter described. The carriage I0 is of such a length that when one end is at one of the loading stations A or C, the other end will be at the heating station E. This arrangement allows a tire clamped to the end of the carriage at the loading station, which has been previously heated, to be cooled, unclamped, and then unloaded'by one of the lifts [8 or l9 and replaced by a second untreated tire; at the same time, a third tire clamped to the other end is beingcoated with a protective liquid and is being treated at the heating station B. The alternate loading, shifting, heating, cooling and unloading is automatically controlled to take place in a particular sequence by apparatus which will be later described.

The above description gives an outline of the structure and function of the machine. A-more detailed description ofthe-elements is given below.

Tire carriage The main tire carriage I0 which supports the tires during theheating and cooling operations is supported for .linear movement along overhead parallel tracks [3. The :tracks 13, which are best shown in Fig. 5, are made from I-beam sections. The carriage .l-O has .a trolley portion 20 which has four flanged wheels 2| engaging the upper flange of the tracks I3 to support the carriage ID for linear .movement :back and forth along .the tracks 13. The trolley 20 includes a bed 22 and vertical side :members 23 to which the wheels 21 are suitably journaled.

Attached to the bottom of the trolley 2.0 and extending downwardly therefrom is anelongated supporting member .24 for supporting :the tire carrying portion ,25.Qf .the carriage [0. The tire carrying portion 25 includes a hollow tube or .sleeve 26 attached .to the member 24, as best shown in the left hand ,portionof Fig. -6. Acir- ,cular clamping plate 21 is mounted for rotation on the right hand end of the sleeve or tube 26 by means .of anti-friction bearings 28. A large gear 29 is fastened .to the clamping plate 2 1 .by means .of radially extending ribs 30. Gear 29 is driven by apiniontl, as shownin Fig. 1. Pinion 3| is attached to a shaft .32 carried in bearings 33 attached .to the top of the sleeve .or tube 26. A chain sprocket 34 is attached to the opposite .endof the shaft 32 and is driven by a chain 35. The sprocket ,34 and the chain 35 are carried Within the member 24 which is made hollow for this purpose, as is shown in Fig. 5. The chain .35 extends upwardly through the member 2.4 and through .a hole 35 (Fig. 2) in .the bed 22 of the trolley 10 and is driven .by .a sprocket 31. Sprocket 31 is attached to one end of an elongated shaft '38. (Figs. 2 and 15) carried by suitable bearings '39 secured to the .bed 22 of the trolley '20. Shaft 38 is driven by means of amotor M2 through a chain drive 40,. Adjustable idler Sp c s 41 a d 42 '(Eig. 5) carried by the member -24take ;up any slack that may exist in chain 35. Operation of motor M2 therefore serves to rotate clamping plate 2'! through the above described chain drive.

A clamping plate 21a (Fig. 1) carried by the opposite end of the sleeve or tube 26 from the plate 27 is identical with plate 21 and is driven in the same manner as plate 2'! by a separate but similar driving mechanism. Motor M I (Fig. 2) carried by the bed 22 of the trolley 20 rotates the plate 21a through a chain drive similar to that just described and shown in Figs. 1 and 2. Rotation of plate 21a therefore is independent of the rotation of plate 21.

The sleeve or tube 26 adjacent each end thereof carries a fluid cylinder C-3 and -1 which serve to lock the clamping mechanisms H and I2 respectively to the carriage it] as will be hereinafter described.

The carriage I0 is alternately moved along the tracks l3 by means of a fluid motor C-9 (Fig. 2). Motor 0-9 is carried by and fastened to channel members 43 extending across the top of the machine and fastened to an extension of the right hand framework M. The piston rod 44 of the fluid motor C9 is adjustably attached to a bracket 25 secured to the bed 22 of the trolley 29, as shown in Fig. 2. Fluid motor 0-9 is double acting so that fluid pressure applied to one side of the piston or the other will drive the piston rod 44 and cariage Ill in one direction or the other.

As can be seen from Fig. 2, the force applied by the piston rod M is not symmetrical with the width of the trolley 20 but is applied off center thereof with the result that the carriage I9 might tend to cant or twist to one side when the force is applied. To alleviate this condition, a shaft 46 (Fig. is provided at each endof the trolley 20. Shaft 46 is free to rotate in spaced bearings l'l attached to the bottom of the trolley 20. A pinion 48 is attached to each end of the shaft 46 and engages a rack 39 attached to the bottom flange of the tracks l3. As the pinion attached to one end of the shaft 48 cannot rotate faster than the pinion attached to the other end of the same shaft, the carriage ID or the trolley 20 which forms a part thereof cannot cant or twist upon the application of the moving force by the piston rod 44 of the fluid motor 0-9.

Clamping mechanism The clamping mechanisms I l and 12 for clamping a tire to either end of the carriage [0 are identical and the description therefore will be limited in the most part to clamping mechanism [2. As can be best seen in Figs. 1 and 3, the clamping mechanism 12 is supported from and mounted for linear movement along the tracks it. The clamping mechanism [2 has a trolley 59 including four flange rollers or wheels 5| which engage the tracks I3 and support the clamping mechanism for linear movement along the track. The trolley 50 has a bed 52 and vertical side members 53 to which the Wheels 5| are suitably journaled.

Attached to the bottom of the trolley 50 and extending downwardly therefrom is an elongated supporting member 5 (Fig. 1), to the end of which is attached the tire clamping portion. This portion, as best shown in Fig. 6, includes a bracket 55 attached to the member 54, a fluid motor C-8 attached to the bracket 55 and a bearing sleeve 56 also attached to the bracket 55. A circular tire clamping plate 5'! is mounted for rotation on the sleeve 56 by means of anti- 6 friction bearings 58. A piston rod 59 is attached to a piston 59 of the fluid motor 0-8 and extends through the bearing sleeve 56. A guide sleeve 6| is provided in the bearing sleeve 56 and serves to guide and center the piston rod 59. Piston rod 59 has an enlarged end 62 which can be extended into the bore of the sleeve or tube 26 of the main carriage l9. Fluid cylinder C-l carried by the sleeve or tube 26 has attached to its piston rod 63 a yoke 64 which is adapted to extend within the bore of the sleeve or tube 26 and engage the piston rod 59 behind the enlarged end 62 and thereby lock the piston rod 59 to the tube 26 and therefore to the carriage l0. When the piston rod 59 is so locked, admission of fluid pressure within the fluid motor 0-8 to Withdraw the piston rod 59, forces the entire clamping mechanism l2, which is supported by its trolley 59 for free movement along the tracks [3, towards the carriage I9. When a tire is placed between the clamping plate '51 of the clamping mechanism l2 and the clamping plate 2'! on the carriage [9, it will be laterally squeezed to distort the tread thereof and will be clamped to the carriage l0 so that it can be moved along with the carriage ID. Fluid motor (3-4 of the left-hand clamping mechanism ll functions in the same manner as motor 0-8 to clamp a tire to the left-hand end of its carriage l9 between plates 51a. and 27a. Fluid cylinder 0-3 functions in the same manner as fluid motor 0-! to lock the piston rod 59a (Fig. 6) to the carriage [9.

In order that the clamping plate 51 may be rotated at the same speed as clamping plate 21, it is provided with a large gear 65, similar to gear 29 on the carriage 10, attached to the clamping plate 51 by radial ribs 65 as shown in Fig. 6. Gear 65 is driven by a pinion 51 (Fig. 1) attached to a shaft 58. Shaft 68 is journaled in bearings 59 secured to the clamping mechanism I2. Shaft 68 has attached to its other end a chain sprocket 19, is driven by a chain ii, which is identical to chain 35 on carriage ill. Chain ll extends up through member 5 and is driven by a sprocket 12 (Fig. 2) mounted for rotation in bearing 13 fastened to trolley 50. Sprocket I2 is driven by the splined end 38a of shaft 38. As can be seen from Fig. 2, the splined end 33a is of considerable length so that the sprocket 12 and trolley 59 can move a considerable distance relative to the shaft 38 and still be driven thereby. By this structure both clamping plates 51 and 27 are driven by the same shaft 38 and by the same motor M2 so that they are both rotated at the same speed. An identical system is provided to drive clamping plate 51d of the left-hand clamping mechanism II from motor M I (Fig. 2).

While fluid motor C-B actually supplies the force for laterally squeezing the tire and clamping'it to th carriage It], a fluid motor 0-6 (Fig. 2) moves the clamping mechanism toward and away from the carriage [0 when the piston rod 59 is not locked to the carriage H3. The clamping mechanism I 2 must be moved away from the carriage W in order that a tire may be placed between the clamping plates 21 and 51 and then moved towards the carriage 19 so that the piston rod 59 may be locked to the carriage I9 preparatory to the squeezing and clamping operation. Fluid motor 0-5 (Fig. 2) for this purpose is attached to the top of the trolley 20 of carriage H] as shown in Fig. 2 and has a piston rod 15 adjustably attached to a bracket '55 secured to the trolley 59. Admission of pressure to the fluid motor 0-6 moves the clamping mechanism l2 plate 5?.

shoulder bolts 95 and .36 respectively.

relative to thecarriage 1I0. A similar iluidmotor -2 moves the left hand clamping mechanism H relative to the carriage I0.

in order to prevent the trolley 50 fromcanting in its movement along the tracks 13, it is provided with a shaft 76 (Fig.3) suitably journaled in bearings 'l'l attached to the bottom thereof.

Pi-nions 18 attached to each end of the shaft engage the rack :39 carried by the lower flange of the track I3 in the same manner as the pinions 8 of the trolley 20 of the carriage I0.

'In order to center the tire properly before it is clamped between the plates 5! and 21, three centering pins l5, 8G and 8!, as shown in Fig. -7, are :provided on the plate .bl. Pin I9 is radially adjustable in a slot 82 (Fig?) and includes a sleeve 83 (Fig. 6) having a tapered solid head M attached to one .end thereof. Sleeve 03 .fits over a rod 85 on which it may slide axially. The rod 85 abuts a plate 36 which is attached to a sleeve .81 which is concentric with the rod 85 and the sleeve d3. SleeveSI has an enlargedend .88 adapted to engage the front face of the late .51 and is externally threaded to receive a nut 0.9 for clamping the sleeve 81 to the plate 51. A

.helical compression spring 90 is disposed within the sleeve 83 between the head t t and the end of the rod 85 to normally urge the centering pin in an extended position as shown in Fig. 6. When the clamping mechanism 12 and the carriage I are brought together, the centering pin TF9 extends through a slot 9! in the clamping plate .21 and engages a plate 92 carried by and secured to the gear 29. When the clamping mechanism II'Z-is brought toward the carriage ill to clamp a tire between the plates 5i and 2'5, the centering pin 1'9 engages the plate 92 and shortens by reason of the sleeve .83 sliding on the rod When the clamping mechanism I2 is moved away from the carriage it, the centering pin it will extend to insure "that there is sufficient length thereof to support the tire. Centering pin it constitutes the :sole means of support for the tire before the clamping plates ti and 21 are brought together and after the clamping plates are moved apart.

Centering pins 80 and at (Fig. 7) are identical but are spaced adjacent opposite edges of the To provide some adjustment for the centering pins 8% and SI, they are mounted on plates 91% and St respectively, which are pivoted to the plate 5'! adjacent their bottom edges by Clamping screws 8 and 98 extend through arcuate slots ii and Ito provided in the plates :93 and M respectively and thread into the plate 51 so that the pins Stand 8| may beadjusted and clamped in adjusted position by rotating the plates 93 .and 9 around their respective pivots "demand '98.

The centering pin 79 centers the tire in a vertical direction, therefore it is important that this .pin be in a position that is directly above the axis of rotation of the plate El, as shown 'inFigs. .6 and 7, during the loading operation. Control means are therefore provided to stop the-rotation ,of the plate exactly at that point when the .pin it is-at a position directly above the axis of rotation. The control means includes a limit switch 653 (Fig.1) which is actuated by a'plunger MI slidably mounted in bearings 122 secured to a plate '103 which in turn is fastened to the bracket 55. The plunger I'dl is actuated by a cam 104 secured to "the race of the gear The .cam N34 is positioned to actuate the plunger IBI and the limit switch E just before the pin 19 of plate 51.

:has four tapered wheels It! (Figs Tire lifting mechanism The tire lifts I8 .and #IQ' are positioned respectively at loading station A and loading station (I. 'The two tire lifts are identical, so :the description will be limited to the right-hand tire lift IS.

The the lift I9 includes a hook shaped trough member I05 which is V-shaped in cross section as best seen in Figs. 1, 4 and 4a. The tire to be heated is placed in the member I05 in a vertical position. Member I05 is attached at its rear end to a carriage I96. Carriage I08 4 and 4a) which ride in a pair of spaced vertically extending channel shaped tracks I 08.

Tracks B8 are attached by plates I09 to a pair of vertically extending channel members I it secured to the frame It at the top and to the floor at the bottom. Attached to thecarriage I06 is a piston rod iii of a fluid .motor Cl-I0. The motor C-ld has its upper end attached to overhead braclrets H2. The brackets l'lZ, fluid motor 0-), tracks I08, and carriage I06 are positioned to the rear of the machine so as not to interfere with the movement of the clamping mechanism. When pressure is admitted to the fluid motor 0-40 to withdraw the piston rod 1 I I. "die carriage I06 moves upwardly guided by the wheels it! engaging the channel shaped tracks Hill and carries with it the member W5 which supports-the tire.

To insure that the lift It will not engage the tire prior to the unclamping operation, and before the clamping mechanism 5-2 has moved away from the carriage it, a stoprod I I3 as shown in Fig. 1 and Fig. 3 provided. The rod H3 carries a roller I M at the top end thereof and is supported for linear up and down movement in bearings H5 secured to the horizontal track 13. Upon upward movement of the lift I9, the carriage I06 engages the lower end of the stop rod H3 and forces it upwardly. If the clamping mechanism 2 has not completely moved away from the carriage I0, the roller IM of the stop rod will engage a stop block 1 It attached to .a plate H1 secured to the side member 53 of the trolley 58 of the clamping mechanism I 2, and

further upward movement of the lift I9 will be stopped.

When the clamping mechanism I2 which carries stop I It moves further to the right, out of position of the rod H3, lift :9 can continue its movement upwardly to engage the tire. In order to resist the force applied by the rod I 13 on the stop block H6, a pair of rollers I'IB are journaled in a bracket H0 secured to the fram of the machine so as to engage the opposite side of the block from the side engaged by the rod H3. The left hand tire lift It is identical to lift I8 and is operated by a fluid motor C--I.

Tire heating apparatus The tire heating apparatus which is positioned at the heating station 13 and surrounds the path of movement of the carriage I0 is best shown in Figs. 9 and 10. The heating apparatus includes two spaced frames I20 and l2I. Frame 1'20 is stationary while frame I2I may be moved towards and away from frame I20. Frame I2I is mounted for movement by means of wheels I22 which engage a track I33 supported by a base Frame I2I is moved by means of a fluid motor -5 mounted on the base I24. the piston rod I25 of which is attached to the lower portion of the frame IEI. The relative movement of the frames I20 and I2I is to provide suflicient space for the carriage I0 to move from loading station A to loading station C. Canting or twisting of the frame I2I as it is moved is prevented by means of pinions I26 (Fig. secured to each end of a shaft I21 mounted in bearings I28 secured to the base I24. The pinions engage racks I29 attached to each side of the frame I2! and prevent canting or twisting of the frame in the same manner as previously described in connection with pinions 43 (Fig. 5) on carriage I0.

Spaced around frames I and I2I in a semicircular pattern are a plurality of heating units I35, which, when the frame MI is moved towards frame I20 form a circular pattern around the tire. Each of the heating units mounted for radial movement on a pair of rods I3I which slide in bearings E32 mounted on the frames I20 and I2I. Each of the rods I3I has a rack I33 secured in a slot in the surface thereof. The rack is engaged by a pinion I34 carried by a short shaft I35 suitably journaled at each end in bearings I36 secured to the frame I23 or frame IZI. The pinion I34 engages the rack I33 through a slot I3'I in the bearing I32. Each of the shafts I35 have bevel gears I33 attached 1,.

to their ends which engage bevel gears carried by the shaft of an adjacent heating unit. An electric motor M-3 drives all the shafts I135 carried by the frame I20 by means of a chain drive I39 and an electric motor M--4 drives all the shafts I35 carried by the frame I2! by means of a chain drive I40. Fig. 9 shows the heating units I30 in their innermost position while Fig. 10 shows them in their retracted position.

The heating units I30 on the frame I2I are counterbalanced by means of a weight I4I which is enclosed by a guard I42. The weight MI is carried on the end of a chain I43 which is attached to and engages a sprocket I44. Sprocket I44 is attached to a shaft I45. A second sprocket I49 is attached to the other end of the shaft I45 shown in Figs. 15, 1c and 17. The heating units I30 are semi-circular in cross-section so as to surround the tread surface of the tire as shown in Fig. 15. Heat is supplied by a continuous metallic resistor strip I46 which is bent to pass a number of times across the face of the unit I30. Terminal connectors I49 are provided at each end of the resistor strip I48 and the individual resistor strips of each of the heating units are connected in series to a source of electrical energy (not shown). Passage of electric current through the resistor strip I48 heats the strip to a point of incandescence and the tread is heated by the radiant heat from the incandescent strip. The strip E48 is backed by and supported by a block of refractory material I50 which, in turn, is supported by side and bottom plates I5I and I53 and bolts I54 which extend through the block I55 and plates I5I. Supporting rods I3I are attached to plates I5 I I30 is Li III) In order to control the movement of the heating elements toward the tread of the tire to insure that the heating element will be at a predetermined distance from the tread regardless of the size of the tire, one of the heating elements is provided with a light source MI and a photoelectric switch 442. The light source MI is carried by a supporting bracket I5? attached to one side of the unit I30 and the switch 442 is carried by a bracket I58 attached to the opposite side of the unit I 30. A beam of light from the light source MI is directed across the front of the unit I30 so that as the heating unit is moved toward the tread of the tire, the beam of light will be interrupted by the tire when the heating element is a predetermined distance from the tire. Interruption of the light beam operates the photoelectric switch 442 to stop the motors M-3 and M-4 which move the heating elements radially inwardly toward the tread of the tire.

Tread coating apparatus The tread coating apparatus which applies a coating of liquid to the tread surface of the tire while it is being heated, to prevent scorching of the tread, is shown in detail in Figs. 11, 12, 13 and 1d. The apparatus includes a hollow, cylindrical applicator roll I59 made of a flexible material such as rubber. The applicator roll I59 is carried by an axially extending spindle I60 which is suitably journaled at each end for free rotation in bearings I5I. The bearings IBI are mounted to slide vertically in slots I62 provided in the end wall of a liquid reservoir I63. Springs I64, attached at their lower end to bearings IIiI and at their upper end to reservoir I 63 normally urge the bearings I6I, spindle I60 and roller I59 upwardly so that the roller I59 has a floating action relative to the reservoir. The spindle IE0 is hollow and is connected to an air supply hose I65. Admission of air pressure to the flexible roller I59 by means of acontrol valve V-I5 controls the rigidity of the roller I59. As can be seen in Fig. 12, the roller I59 has flexible side walls as well as a flexible periphery so that the roll when forced against the tire will wrap around the tread surface thereof to contact the entire surface. Control of the air pressure by the valve V-I5, controls the flexibility of the roller I59 and its ability to wrap around and contact the tread surface of the tire. Liquid to be applied to the tread surface of the tire, is supplied to the reservoir I63 by a flexible conduit 209 and overflow is carried away by flexible conduit 2 I 0.

The reservoir I53 is attached to a pair of rods IIil (Figs. 9, l0 and 12) which slide in bearings I68 similar to bearings I32 of the heating units I30 which, in turn are attached to the frame I20 of the heating apparatus, as best shown in Fig. 10. A rack it?) is provided in a slot in the surface of the rod A short shaft I'I0 is suitably journaled in a bearing Ill and carries pinions I'IZ which engage the rack I59 through slots "3 in the bearings I53. A bevel gear I'I l is attached to the end of the shaft Ill] and engages the beveled gear I38 (Fig. 10) of an adjacent heating unit I30. Thus the applicator roller I59 and reservoir I63 is mounted for radial movement in the same manner as the heating units I30 and is moved radially simultaneously with the heating units by the motor M-3.

The roller I59 and reservoir I53 are counterbalanced by a weight ITI5 (Figs. 11 and 12) attached to a chain I'Iii which engages a sprocket III rotatably mounted in bearings I13 secured to the frame I20. The chain I76 is directed over a. sprocket I19 carried by the shaft I and is attached. to the lower endof the rod H51, as shown inFig. 12.

When the roller H59 is moved radially upwardly and engages the tread ofthe rotating tire carried by the carriage Ill it will be rotated thereby and will pick up liquid from the reservoir 163' and apply it to the surface of the tread of the tire. To insure thatv the liquid will stick to'the roller, the peripheral surface of the roller I58 is provided with a plurality of indentations I89 forming a waffle-like design as shown in Fig. 113. Each of the indentations 189 form a small pocket (Fig. 14) which carries a small portion of theliquid and prevents it from flowing off the roller asit is rotated.

Fluidsystem The, fluidv pressure system including the fluid motors is shown diagrammatically in Fig. 21.

The system includes a main pressure line 29!! and a main exhaust line 281. ach of the fluid motors are connected to the pressure line 2i!!! and exhaust line 2N by a. pair ofconduits. A solenoid operated reversing valve isprovided in each: pair of conduits whereby the individual fluid, motors may be operated in eitherdirection by reversing the valve. Thereversing value. for fluid: motor C t is designated as V-l, for fluid motor C-2 as:V-2-, etc.

Speed control valves designated as SC are provided; in each of the pair of conduits adjacent each fluid motor. The function of these speed control valves is to adjust the speed of the individual motors so that they will operate ina particular space of'time- As will be later brought out, the machine functions in a predetermined time sequence and it is therefore necessary that each. of the fluid motors performs its operation in: its. allotted time. control. valves SC is an installation feature and once adjusted, normally donot need tobeagain adjusted.

The piping system for all the fluid motors is the same with the exception of the piping system for motors C-l; and CAB, which operate the lifts I8 and [9. As previously described whenoneof the lifts It or iii moves upwardly, it engages a stop rod Ht which is free to move upwardly imless the clamping mechanism I2 is in the way, in which case a roller i it carried by-thetop end of the rod. H3 engages a stop block H6- secured tothetrolley 59 of the clamping mechanism I2 and. prevents upward movement of the lift. When movement of the lift is thus stopped, onesideof the fluid motor is open to the pressure line, and the other side is open to the exhaust line. If the exhaust side of the cylinder is left open so-that the pressure therein can exhaust out through the exhaust line, there will build up in thefluidmotor a considerable difference in pressure with th result that when the clamping mechanism ['2 is moved to release the rod H3 and therefore the lift 59, the lift would make a sudden jump because of this, excess difierential in. pressure, in the motor and would probably jolt the tire out of the lift. To alleviate this condition, a special valving system for fluid motors C'! and C-Hl is provided as shown in,Fig.,21

In this system, a Icy-passline 202 and 293 for motors C-l andv C-lfl, respectively, is provided in the conduit connecting the exhaust side of the fluid motor around a pressure reducing valve 5/ 17.- or V-l4-. The valve V-i2 0,1". V-l.4 is. set to allow only a very small leakage of pressure from Adjustment of the speed the exhaust side of the fluid motor. The major ity of the pressure is normally exhausted through the by-pass 262 or 293. A cam actuated valve V--.l or V43 is provided in each of the by-pass lines 592 and 203 respectively. Valves V-Il and V43 are normally open and allow pressure to exhaust freely from the motors C-l and (1-H). Cams 284 and 284a (Fig. 1) are provided on the stop rods H3 and 113a respectively at such a position that they will operate the valves V-ll or V43: and close them at the same time that rod 5 it engages the stop clock l id or liGa on the clamping mechanism [2 or II. In this manner, leakage of pressure is prevented from the exhaust side of the fluid motors when the lift is stopped by the rod llfiand block H6 and there will be no sudden jump of the lift when it is released. The small bit of leakage through valve V-IZ or V-M merely insures that there will be sufficient differential pressure inthe fluid motor to initially start the motor after the stop block I I6 has been moved out of the way of the stop rod 1 I3.

22 shows a circulating system for the coating; fluid which is applied to the tread surfaceof the tire by the applicator roll 59. Thev system includes a motor 2%, a pump 20'! and a sump tank 283-. The coating liquid is pumped from the sump tank ZGB'through a conduit 2il9'into the reservoir [63' and; overflows through a conduit 2m from the reservoir Hi3 back into sump tank 208'.

Fig. 23 discloses the cooling system for cooling the tires after the heat treatment operation. The system includes two spray nozzles, 21! and. H2, connected to a water supply line 213. Normally closed solenoid operated; self-closing valve V-IG admits water to the nozzle 2!] and normally closed solenoid operated self-closing valve V-i'l' admits water to nozzle 212. Nozzle 2H is positinned adjacent loading station A and nozzle U2 is positioned adjacent loading station C to spray cooling water on a heated tire when it is moved to one of the loading stations preparatory to unloading it.

Electrical. circuit. andoperating cycle The electrical circuit for the machine is shown in Figs. 18, 19 and 20. Fig. 19 is a continuation of Fig. 18, and Fig. 20 isa continuationof Fig. 19. 'Ihecomplete circuit includes a. two-wire volt control circuit Ll, L2 and a three-wire 440 volt power circuit L3, L4 and L5. The two-wire circuit Li and L2. derivesits electrical energy from the three-wire power circuit L3, L4 and L5 by means of a transformer 459. In the drawings, all switches are shown in the normal or nonactuated position. and all solenoids in a. nonenergized condition. The reversing valves V-l, V-2', V-3, etc. for fluid. motors C-l, C42, 0-3, etc. eachv have two solenoidsone for shifting the valve each. way. To shift the, valve, it is necessary to de-energize one solenoid and energize the other. Merely tie-energizing one solenoid will not shift the valves.

On initial operation of the machine, there is no tire, in. the. machine, the-main carriage It! is in its extreme left position, the right-hand clamping mechanism I2 is in clamping position locked to the carriage iii, theframes I20 and l2| of the heating means are apart and the heating units l-3il are retracted. Both-lifts l8 and [3 are in their. lowermost position.

The left-hand clamping mechanism H inthe extreme left position actuates limit switches HZ' and 402 .so that their normally open contacts are closed. Limit switch H2 is secured to a plate '30] carried by the frame M vadjacent the track 13 (Fig. 2) and is'operated by a block i362 secured to the side of the trolley .50 of the lefthand clamping-mechanism II. Limit switchAQZ is located on a vplate tilt secured to the frame 14 adjacent to the track l3 on the opposite side of the machinefrom plate -3fl'l and is operated by a block 39:! secured to the trolley 50 of the lefthand clamping :mechanism I l.

The frame 12"! of 'the heating means in its open position .actuates limit switch 422 to close its :normally open contacts. Limit switch 4.22 is secured to the base 124 '(Fig. andis operated by a block 305 secured to the .frame I21. The heating elements 12! in their retractedpositi'on'as hown in Fig. 10 actuate limit switches 42! and 449. Limit switch '42! is secured to the frame l2! and is operated by :a bar 306 secured to one "of the heating :units 30 carried by the frame l2l. Limit switch M9 is carriedby frame 28 and is operated by a bar-311'! secured to one oithe heating units l3fi carried'by frame L25.

Thus prior to starting a cycle of operation, normally open limit switches 41.2, 4.02 and 422 are closed, normally closed limit switch 449 {is open, normally open contacts 42 i aof. limit switch 42H are closed and'normallyclcsed contacts H ll;

are open.

To start a cycle of operation, assuming that the heating elements 1.30 have been brought up to propertemperatureand that vcontrol circuit L1,.L2, and power circuit L3, Lt, L5 has been energized by :closing switch All) (Fig. 20)., the operator first rolls a tire onto lift 8 and then manually pressesa push :button 4&1. Push button Ml I has two pairs of contacts, normally open contacts dill r and normally closed contacts Mill). Closing of contacts Milo completes a circuit through closed limit switch'lim to energize solenoid t me which shifts valve V-I to admit pressure to fluid-motor (3-1 to raise the left-hand tire lift l8 and the tire carried thereby into alignment with the left-handzend of the carriage l0. Release of push button il)! -de-energizes solenoid M30: but valve V-l remains in the shifted position until solenoid M131) is energized .to shift .it in the opposite direction as willbelaterdescribed.

The left-hand lift ill continues to :move upwardly until the tire is in alignment with the end of the carriage l9. At thiszpointthe lifti lfl actuatesa normally'open'limit switch M3 located in the pathof movement of the lift 1.8 (Fig. *1). Closing of limit switch M3 completes a circuit through closed limit switchfl lll to energize solenoid st ll? to shift valve V-Z to admit pressure to fluid motor C'2 to'pull the clamping mechanism ll-towards the carriage ill. Asthe-clamping mechanism ll moves towards the carriage H], the centering pins 'lii, Maud ll! center the tire supported by the lift 58 andcenter it:relative to the clampingplates slc and lcv Closing of limit switch ll. I talsoprovides a circuit through closed limit switch "M2 and the IlOTIHZllY'ZClOSQd contacts lll'b oi a relay ll-l to energize-solenoid this which shifts valveV-Ato admit pressure to fluid motor C-4 of the clamping m'echanism l l to extendthe piston rod 59a thereof intoth'e bore of sleeve ortube 2530f the'main carriagelfi.

As the left-hand clamping mechanism H is pulled towards the 'carriage ltflimitswitch-MZ and limit switch illz are released and-limitswitch ite also carriedrhy :th plate 3! isiactuatedrloy blocl 3ll2 on thetrolley: 5010f thealeftehand'clamp- $.14 ing-imechanism i! (Fig. 2). Actuation of limit switch 406 completes a circuit to energize solenoid 40-31) to reverse valve V-l and thereby reverse fluid motor C-! to lower the lefthand lift Iii. .At this point, the tire is hanging on the centering pins "l9, Mandi? l. Releaseof limit switch M2 de-energizes solenoids 6114b and tllia.

As the left-hand clamping mechanism H continues to be pulled towards 'the carriage It, limit switch 68$ is released and a block 335 secured to the trolley Ella of the left-hand clamping mechanism Ill actuatesalimit switchAiS carried byathe plate 30L Release of limit switch 406 deenergizes solenoid 4 33b. Actuation of limit switch 459 completes a circuit to energize asolenoid 5261) to shift valve V-B to admit pressure to fluid cylinderC-3 to extend its piston rod 63a and fork 64a (Fig. 6) into the bore of the tube 26 of the carriage it "to engage the piston rod 59a of the fluid motor (L -d behind its enlarged headsZa to thereby lock the rodtfla to the carriage .lill. Actuation of limit switch M9 also completes a circuit through normally closed. contacts Mill) of limit switch ell to energize-solenoid Mill) to reverse the valve V-d to withdraw the piston rod 59a of the fluid motor 0-5 and thereby draw the clamping mechanism ll andthecarriage l0 tightly together :to laterally squeezethe tire between the clamping plates 57a and 21a to distort the tread thereof .and to clamp it to the .lefthand end of the :carriage [0.

As the clamping mechanism l l is pulledtight" ly against the carriage H) to squeeze and clamp the tire, block 305 releases limit switch M19 and block 382 (Fig. 2) actuates limit switch 423 :carriedby plate 30!. Releasing limit switch 4-18 deenergizes solenoids 4l'6b and 4202). Actuation of limit switch 423 completes a circuit through closed contacts 42f a of limit switch 42.! and. closed limit switch422 to energize the coil of control relay 424 to close .the normally open contacts 421a. Closing of contacts 124a: completes a circuit-to energize motor control relay 450 to close normally open contacts 450b, llillc, 450d to start the motor M-l whichrotates the clamping plates Z'Ia and iil'wandthe tire clamped therebetween. Actuation of limit switch 423 also completes a circuit through closed contacts 42m of limit switch 42! and limit switch 422 to energize solenoid 426a to shift the valve V-9 to admit pressure to the fluid motor 0-9 toshaft the main carriage t0, the left-hand clamping mechanism H which is clamping a tire to the left-hand end of'the carriage l0, and the right-hand clamping mechanism 12 as a unit'to the right, to bring the tire clamped on the left-hand end into the heating station B and to extend the right-hand end of the carriage into theloading station C.

Near the end of the movement of the carriage I I] to the right, it actuates a limit switch 434 secured to the side of the machine (Fig. '2) by means of a blockallfi secured to the sideof a trolley 20 of the carriage ll]. At the same time, limit switch 123 is released thereby deenergizing control relay 424which opens contacts 424a. Motor control relay 159 remains energized through a holding circuit including closed contacts v4541a of the motor control relay and normally closed centacts 4ll'9h of limit .switchllil), so that rotationof the tire clamped to the left-hand end of the'carriage I!) will continue. Release of limit switch 423 also de-energizes solenoid A2611. -Actuation of limit switch qfi l closes its normally open contacts 434a and-" 534b. Closing of contaste of 1434a completes a-circuit-to energize sole- 

